US20120211286A1 - Hybrid variant automobile drive - Google Patents
Hybrid variant automobile drive Download PDFInfo
- Publication number
- US20120211286A1 US20120211286A1 US13/030,083 US201113030083A US2012211286A1 US 20120211286 A1 US20120211286 A1 US 20120211286A1 US 201113030083 A US201113030083 A US 201113030083A US 2012211286 A1 US2012211286 A1 US 2012211286A1
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- engine
- automobile
- wheels
- supplemental motor
- capacitor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
- B60L8/003—Converting light into electric energy, e.g. by using photo-voltaic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
- B60L8/006—Converting flow of air into electric energy, e.g. by using wind turbines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
- B60K2016/003—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind solar power driven
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/28—Four wheel or all wheel drive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof
Definitions
- the present invention relates to a hybrid variant automobile drive which improves the fuel efficiency of an automobile while retaining an acceleration profile of the automobile.
- a conventional automobile can use an internal combustion engine to drive the wheels on the conventional automobile.
- the internal combustion engine can consume and combust, for example, fuel such as gasoline to generate the force required to power the wheels. While the combustion of fuel generates a lot of force, it also has some unintended side effects. For example, the combustion of fuel can generate emissions which are environmentally detrimental. With growing restrictions on emissions by the government or regulatory agencies, this can pose problems when using the conventional automobile with the internal combustion engine.
- a conventional hybrid automobile was developed in response to such problems with the conventional automobile.
- the conventional hybrid automobile usually switched between using a motor and using an internal combustion engine. This was also unsatisfactory in some respects because of the limited acceleration available when using the motor.
- the acceleration profile of the conventional hybrid automobile can be limited when compared to the conventional automobile.
- the present invention relates to a hybrid variant automobile drive which improves the fuel efficiency of the automobile while retaining an acceleration profile of the automobile.
- the present invention includes an engine, wheels, and/or a supplemental motor.
- the engine primarily drives the wheels, but can be aided by the supplemental motor.
- the supplemental motor uses alternative energy sources aside from the fuel used by the engine to drive the wheels.
- the supplemental motor can be powered by a capacitor which is charged by an energy generation unit.
- the energy generation unit can generate energy using, for example, solar panels, a ram induction generator, a regenerative braking unit, and/or a heat exchange unit.
- the energy generation unit can generate energy from what is ordinarily wasted energy such as the sun shining on the automobile, wind passing by the automobile, the force of braking the automobile, and/or even the high temperatures in the exhaust.
- the supplemental motor can aid in driving the wheels, and can reduce the amount of force the engine has to deliver to drive the wheels.
- the amount of force supplied by the engine can depend on and correspond to the amount of force supplied by the supplemental motor. This can reduce a fuel consumption of the engine and improve the overall fuel efficiency of the automobile.
- the acceleration profile of the automobile is maintained as if only an engine was being used because the supplemental motor only supplements the force supplied by the engine.
- the capacitor is lighter than a conventional hybrid battery.
- the use of the capacitor instead of the conventional hybrid battery reduces a weight of the automobile. This can increase an overall fuel efficiency of the automobile.
- a capacitor tends to have a longer charge life longer than a battery, so the use of the capacitor may also decrease a frequency with which the capacitor has to be replaced, and reduce a maintenance cost of the automobile.
- the present invention is an automobile including a plurality of wheels, an engine configured to drive the plurality of wheels, a supplemental motor configured to drive the plurality of wheels, and a capacitor configured to power the supplemental motor.
- the present invention is an automobile including a plurality of wheels, an engine configured to drive the plurality of wheels, a supplemental motor configured to drive the plurality of wheels, and operate while the engine is operating, wherein an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels, a capacitor configured to power the supplemental motor, and an energy generation unit configured to charge the capacitor.
- the present invention is a method for driving a plurality of wheels in an automobile including driving a plurality of wheels using an engine, driving the plurality of wheels using a supplemental motor, wherein an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels, and powering the supplemental motor using a capacitor.
- FIG. 1 is a box diagram of an automobile including an engine and a supplemental motor according to an embodiment of the present invention
- FIG. 2 is a box diagram of an energy generation unit connected to a capacitor and an engine control unit according to an embodiment of the present invention
- FIG. 3 is a box diagram of a heat exchange unit connected to a catalytic converter, an engine control unit, and a capacitor according to an embodiment of the present invention.
- FIG. 4 is a process of driving a plurality of wheels in an automobile according to an embodiment of the present invention.
- the present invention includes an automobile 100 as shown in FIG. 1 .
- the automobile 100 can include, for example, wheels 102 , an engine 104 , a starter 106 , a battery 108 , a supplemental motor 110 , a capacitor 112 , an energy generation unit 114 , a catalytic converter 116 , and/or an engine control unit 118 .
- the engine 104 primarily drives the wheels 102 .
- the engine 104 can be, for example, an internal combustion engine.
- the internal combustion engine can combust fuel, such as gasoline, ethanol, diesel, biofuel, or other types of fuels which are suitable to move the automobile 100 .
- the engine 104 is activated by the starter 106 , which is powered by the battery 108 .
- An output of the engine 104 is received by the catalytic converter 116 .
- the engine 104 is aided by the supplemental motor 110 .
- an amount of force supplied by the engine 104 to drive the wheels is supplemented by the force from the supplemental motor 110 .
- the amount of force that is supplied by the engine 104 can be dependent on the amount of force that is supplied by the supplement motor 110 .
- the more force that is supplied by the supplemental motor 110 the less force that is supplied by the engine 104 .
- the increase in force supplied by the supplemental motor 110 will also decrease an amount of fuel consumed by the engine 104 . This can reduce emissions of the engine 104 and also improve the fuel efficiency of the automobile 100 as a whole.
- the amount of force supplied by the supplemental motor 110 can be controlled by the engine control unit 118 , which will be described later.
- the supplemental motor 110 supplies force to the wheels 102 using energy generated from alternative energy sources aside from the fuel which is used to power the engine 104 .
- the supplemental motor 110 can be configured to operate while the engine 104 is operating. In one embodiment, the supplemental motor 110 and the engine 104 can be operating substantially simultaneously. In another embodiment, the supplemental motor 110 can only operate while the capacitor 112 has a sufficient charge to power the supplemental motor 110 .
- the engine 104 drives a first set of wheels 102
- the supplemental motor 110 drives a second set of wheels 102
- the first set of wheels 102 need not be identical to the second set of wheels 102 , and in some instances they can be different.
- the engine 104 and the supplemental motor 110 can both drive the front wheels of the automobile 100 .
- the engine 104 can also drive the front wheels of the automobile 100 while the supplemental motor 110 can drive the back wheels of the automobile 100 .
- the engine 104 could also drive all four wheels of the automobile 100 while the supplemental motor 110 only drives the front wheels of the automobile 100 .
- the acceleration profile of the automobile 100 is substantially retained as if only the engine 104 is being used. That is, the supplemental motor 110 does not drive the wheels 102 by itself. Since the engine 104 does most of the work, and the supplemental motor 110 only supplements the efforts of the engine 104 , the acceleration profile of the automobile 100 can be retained. Furthermore, the use of the supplemental motor 110 reduces a fuel consumption of the engine 104 , thereby improving an overall fuel efficiency of the automobile 100 .
- the alternative energy source can be, for example, energy which would ordinarily be wasted or unused, such as sun light, air flowing onto the automobile 100 , regenerative braking, and/or heat from the output of the engine 104 .
- an amount of force supplied by the supplemental motor 110 is based on a charge of the capacitor 112 .
- the capacitor 112 can include, for example, a single capacitor, or a bank of capacitors.
- the capacitor 112 can also be, for example, an ultracapacitor.
- the charge of the capacitor 112 is based on the energy supplied by the energy generation unit 114 .
- the capacitor 112 is advantageous over a conventional hybrid automobile battery because it is lighter than the conventional hybrid automobile battery. This again reduces an amount of fuel consumed by the automobile 100 since the automobile 100 with the capacitor 112 can weigh less than a conventional hybrid automobile including the conventional hybrid battery.
- the supplemental motor 110 does not need a large amount of charge to drive the wheels 102 by itself, but instead only supplements the driving of the wheels 102 by the engine 104 .
- the capacitor 112 does not need to store as much energy when compared with the conventional hybrid automobile battery. Therefore, the capacitor 112 , which is lighter than the conventional hybrid battery, can be used instead of the conventional hybrid battery.
- the capacitor 112 may have a lower charge capacity degradation than a conventional hybrid automobile battery and therefore may be more reliable. This can reduce maintenance cost of the automobile 100 . In addition, the capacitor 112 can be charged faster than the conventional hybrid automobile battery.
- the energy generation unit 114 generates energy from alternative energy sources aside from fuel which is used to power the engine 104 .
- the energy generation unit 114 is seen, for example, in FIG. 2 .
- the energy generation unit 114 can include, for example, solar panels 120 , a ram induction generator 122 , a regenerative braking unit 124 , and/or a heat exchange unit 126 .
- the solar panels 120 , the ram induction generator 122 , the regenerative braking unit 124 , and/or the heat exchange unit 126 can supply energy to the capacitor 112 .
- the operations of the solar panels 120 , the ram induction generator 122 , the regenerative braking unit 124 , and/or the heat exchange unit 126 can be controlled and/or monitored by the engine control unit 118 .
- the engine control unit 118 can include, for example, a plurality of sensors to monitor the operation of the solar panels 120 , the ram induction generator 122 , the regenerative braking unit 124 , and/or the heat exchange unit 126 .
- the solar panels 120 , the ram induction generator 122 , the regenerative braking unit 124 , and/or the heat exchange unit 126 are depicted in FIG. 2 , other units which generate energy from alternative energy sources can also be used, so long as they are suitable to charge the capacitor 112 .
- the solar panels 120 can be located anywhere in the automobile 100 such that the solar panels 120 can receive light, for example, from a sun.
- the solar panels 120 can generate energy from the light, which can be used to charge the capacitor 112 .
- the solar panels 120 can be, for example, photovoltaic solar panels.
- the solar panels 120 can be formed, for example, from monocrystalline panels, polycrystalline panels, amorphous panels, thin film panels, spray-on solar panels, spherical solar cell panels such as Sphelar® solar panels produced by Kyosemi Corporation, dye-sensitized solar cell panels, carbon nanotube solar panels, or any other types of solar panels which are suitable for the automobile 100 .
- the solar panels 120 can be, for example, solar panels described in U.S. Pat. No. 7,597,388, entitled “ELECTRIC CHARGING ROOF ON AN AUTOMOBILE,” which is hereby incorporated by reference in its entirety.
- the ram induction generator 122 is located anywhere in the automobile 100 such that it can receive a flow of air as the automobile 100 is moving.
- the ram induction generator 122 can use the flow of air to generate energy, which can be used to charge the capacitor 112 .
- the ram induction generator 122 can be, for example, a ram air generator.
- the regenerative braking unit 124 can be located adjacent or near braking units of the automobile 100 , or be part of the braking units of the automobile 100 . When the automobile 100 brakes, energy can be generated by the regenerative braking unit 124 . The regenerative braking unit 124 can use the energy generated from the braking of the automobile 100 to charge the capacitor 112 . The regenerative braking unit 124 can be used, for example, on some or all of the wheels 102 .
- the heat exchange unit 126 can be located adjacent to the catalytic converter 116 and/or be connected to the catalytic converter 116 .
- the heat exchange unit 126 can receive an output of the catalytic converter 116 to generate energy. This allows for an efficient recovery of energy from the output of the engine 104 after it has undergone a catalytic process.
- the energy generated by the heat exchange unit 126 from the heat from the catalytic converter 116 can be used to charge the capacitor 112 .
- the heat exchange unit 126 can include, for example, a core unit 128 and an energy generation module 130 .
- the core unit 128 can receive the output of the catalytic converter 116 and the energy generation module 130 can generate energy from the output of the energy generation module 130 .
- the engine control unit 118 can be connected, for example, to the core unit 128 and/or the energy generation module 130 .
- the engine control unit 118 can monitor and/or control the operations of the core unit 128 and/or the energy generation module 130 .
- the energy generated by the energy generation module 130 can be used to charge the capacitor 112 .
- the heat exchange unit 126 can be, for example, a heat exchange unit described in U.S. Pat. Pub. No. 2010/0077741 entitled “WASTE HEAT AUXILIARY POWER UNIT,” which is hereby incorporated by reference in its entirety.
- the engine control unit 118 can monitor an operation of the supplemental motor 110 , a charge level of the capacitor 112 , and/or an output of the energy generation unit 114 to determine the operation of the engine 104 . Likewise, the engine control unit 118 can monitor a charge level of the capacitor 112 , and/or an output of the energy generation unit 114 to determine the operation of the supplemental motor 110 .
- the engine control unit 118 can control the engine 104 to reduce the amount of force it supplies to the wheels 102 , and the supplemental motor 110 to increase the amount force it supplies to the wheels 102 . Reducing the amount of force supplied by the engine 104 will also reduce the amount of fuel the engine 104 consumes.
- the engine control unit 118 can control the supplemental motor 110 to supply little or no force to drive the wheels 102 . Therefore, the engine control unit 118 can also control the engine 104 to increase the amount of force it supplies to the wheels 102 . This, of course, also increases an amount of fuel consumed by the engine 104 .
- the supplemental motor 110 can provide additional force when the automobile 100 moves from a stopped position, when the automobile 100 is passing another automobile 100 , and/or when propelling the automobile 100 during normal operation and thereby improving the energy efficiency of the automobile 100 .
- the capacitor 112 can also be used to power other electronic devices in the automobile 100 using an inverter or other suitable means for power conversion.
- electronic devices can include, for example, electric water pumps, air conditioning coprocessors, radio systems, sound systems, and/or other devices which require power to operate in the automobile 100 .
- the present invention is a process of driving a plurality of wheels in an automobile as shown in FIG. 4 .
- a plurality of wheels are driven by an engine.
- the wheels 102 can be driven by the engine 104 .
- the plurality of wheels are driven using a supplemental motor while the engine is operating, where an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels.
- the supplemental motor 110 can also drive the wheels 102 while the engine 104 is operating.
- the amount of force supplied by the engine 104 to drive the wheels 102 can be based on an amount of force supplied by the supplemental motor 110 to drive the wheels 102 .
- the supplemental motor is powered by a capacitor.
- the supplemental motor 110 can be powered by the capacitor 112 .
- DSP digital signal processor
- ASIC application specific integrated circuit
- FPGA field programmable gate array
- a general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
- a processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
- a software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
- An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium.
- the storage medium may be integral to the processor.
- the processor and the storage medium may reside in an Application Specific Integrated Circuit (ASIC).
- the ASIC may reside in a wireless modem.
- the processor and the storage medium may reside as discrete components in the wireless modem.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
- 1. Field
- The present invention relates to a hybrid variant automobile drive which improves the fuel efficiency of an automobile while retaining an acceleration profile of the automobile.
- 2. Description of the Related Art
- A conventional automobile can use an internal combustion engine to drive the wheels on the conventional automobile. The internal combustion engine can consume and combust, for example, fuel such as gasoline to generate the force required to power the wheels. While the combustion of fuel generates a lot of force, it also has some unintended side effects. For example, the combustion of fuel can generate emissions which are environmentally detrimental. With growing restrictions on emissions by the government or regulatory agencies, this can pose problems when using the conventional automobile with the internal combustion engine.
- Furthermore, the production of fuel such as gasoline tends to be limited to a select amount of countries. Some of these countries lie in unstable regions and dependence on gasoline can lead to undesirable results both politically and economically.
- A conventional hybrid automobile was developed in response to such problems with the conventional automobile. However, the conventional hybrid automobile usually switched between using a motor and using an internal combustion engine. This was also unsatisfactory in some respects because of the limited acceleration available when using the motor. Thus, the acceleration profile of the conventional hybrid automobile can be limited when compared to the conventional automobile.
- Thus, there is a need for a hybrid variant automobile drive which improves the fuel efficiency of the automobile while retaining an acceleration profile of the automobile.
- The present invention relates to a hybrid variant automobile drive which improves the fuel efficiency of the automobile while retaining an acceleration profile of the automobile. In one embodiment, the present invention includes an engine, wheels, and/or a supplemental motor. The engine primarily drives the wheels, but can be aided by the supplemental motor. The supplemental motor uses alternative energy sources aside from the fuel used by the engine to drive the wheels. For example, the supplemental motor can be powered by a capacitor which is charged by an energy generation unit. The energy generation unit can generate energy using, for example, solar panels, a ram induction generator, a regenerative braking unit, and/or a heat exchange unit. Thus, the energy generation unit can generate energy from what is ordinarily wasted energy such as the sun shining on the automobile, wind passing by the automobile, the force of braking the automobile, and/or even the high temperatures in the exhaust.
- Thus, the supplemental motor can aid in driving the wheels, and can reduce the amount of force the engine has to deliver to drive the wheels. The amount of force supplied by the engine can depend on and correspond to the amount of force supplied by the supplemental motor. This can reduce a fuel consumption of the engine and improve the overall fuel efficiency of the automobile. Furthermore, the acceleration profile of the automobile is maintained as if only an engine was being used because the supplemental motor only supplements the force supplied by the engine.
- Furthermore, the capacitor is lighter than a conventional hybrid battery. Thus, the use of the capacitor instead of the conventional hybrid battery reduces a weight of the automobile. This can increase an overall fuel efficiency of the automobile. In addition, a capacitor tends to have a longer charge life longer than a battery, so the use of the capacitor may also decrease a frequency with which the capacitor has to be replaced, and reduce a maintenance cost of the automobile.
- In one embodiment, the present invention is an automobile including a plurality of wheels, an engine configured to drive the plurality of wheels, a supplemental motor configured to drive the plurality of wheels, and a capacitor configured to power the supplemental motor.
- In another embodiment, the present invention is an automobile including a plurality of wheels, an engine configured to drive the plurality of wheels, a supplemental motor configured to drive the plurality of wheels, and operate while the engine is operating, wherein an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels, a capacitor configured to power the supplemental motor, and an energy generation unit configured to charge the capacitor.
- In yet another embodiment, the present invention is a method for driving a plurality of wheels in an automobile including driving a plurality of wheels using an engine, driving the plurality of wheels using a supplemental motor, wherein an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels, and powering the supplemental motor using a capacitor.
- The features, obstacles, and advantages of the present invention will become more apparent from the detailed description set forth below when taken in conjunction with the drawings, wherein:
-
FIG. 1 is a box diagram of an automobile including an engine and a supplemental motor according to an embodiment of the present invention; -
FIG. 2 is a box diagram of an energy generation unit connected to a capacitor and an engine control unit according to an embodiment of the present invention; -
FIG. 3 is a box diagram of a heat exchange unit connected to a catalytic converter, an engine control unit, and a capacitor according to an embodiment of the present invention; and -
FIG. 4 is a process of driving a plurality of wheels in an automobile according to an embodiment of the present invention. - Apparatus, systems and methods that implement the embodiments of the various features of the present invention will now be described with reference to the drawings. The drawings and the associated descriptions are provided to illustrate some embodiments of the present invention and not to limit the scope of the present invention. Throughout the drawings, reference numbers are re-used to indicate correspondence between referenced elements.
- In one embodiment, the present invention includes an
automobile 100 as shown inFIG. 1 . Theautomobile 100 can include, for example,wheels 102, anengine 104, astarter 106, abattery 108, asupplemental motor 110, acapacitor 112, anenergy generation unit 114, acatalytic converter 116, and/or anengine control unit 118. - The
engine 104 primarily drives thewheels 102. Theengine 104 can be, for example, an internal combustion engine. The internal combustion engine can combust fuel, such as gasoline, ethanol, diesel, biofuel, or other types of fuels which are suitable to move theautomobile 100. Theengine 104 is activated by thestarter 106, which is powered by thebattery 108. An output of theengine 104 is received by thecatalytic converter 116. In driving thewheels 102, theengine 104 is aided by thesupplemental motor 110. Thus, an amount of force supplied by theengine 104 to drive the wheels is supplemented by the force from thesupplemental motor 110. - In one embodiment, the amount of force that is supplied by the
engine 104 can be dependent on the amount of force that is supplied by thesupplement motor 110. Thus, the more force that is supplied by thesupplemental motor 110, the less force that is supplied by theengine 104. Since an increase in force supplied by thesupplemental motor 110 decreases an amount of force supplied by theengine 104, the increase in force supplied by thesupplemental motor 110 will also decrease an amount of fuel consumed by theengine 104. This can reduce emissions of theengine 104 and also improve the fuel efficiency of theautomobile 100 as a whole. The amount of force supplied by thesupplemental motor 110 can be controlled by theengine control unit 118, which will be described later. - The
supplemental motor 110 supplies force to thewheels 102 using energy generated from alternative energy sources aside from the fuel which is used to power theengine 104. Thesupplemental motor 110 can be configured to operate while theengine 104 is operating. In one embodiment, thesupplemental motor 110 and theengine 104 can be operating substantially simultaneously. In another embodiment, thesupplemental motor 110 can only operate while thecapacitor 112 has a sufficient charge to power thesupplemental motor 110. - In yet another embodiment, the
engine 104 drives a first set ofwheels 102, while thesupplemental motor 110 drives a second set ofwheels 102. The first set ofwheels 102 need not be identical to the second set ofwheels 102, and in some instances they can be different. For example, theengine 104 and thesupplemental motor 110 can both drive the front wheels of theautomobile 100. However, theengine 104 can also drive the front wheels of theautomobile 100 while thesupplemental motor 110 can drive the back wheels of theautomobile 100. Furthermore, theengine 104 could also drive all four wheels of theautomobile 100 while thesupplemental motor 110 only drives the front wheels of theautomobile 100. - Since the
supplemental motor 110 only supplements the force supplied by theengine 104, the acceleration profile of theautomobile 100 is substantially retained as if only theengine 104 is being used. That is, thesupplemental motor 110 does not drive thewheels 102 by itself. Since theengine 104 does most of the work, and thesupplemental motor 110 only supplements the efforts of theengine 104, the acceleration profile of theautomobile 100 can be retained. Furthermore, the use of thesupplemental motor 110 reduces a fuel consumption of theengine 104, thereby improving an overall fuel efficiency of theautomobile 100. - The alternative energy source can be, for example, energy which would ordinarily be wasted or unused, such as sun light, air flowing onto the
automobile 100, regenerative braking, and/or heat from the output of theengine 104. For example, an amount of force supplied by thesupplemental motor 110 is based on a charge of thecapacitor 112. - The
capacitor 112 can include, for example, a single capacitor, or a bank of capacitors. Thecapacitor 112 can also be, for example, an ultracapacitor. The charge of thecapacitor 112 is based on the energy supplied by theenergy generation unit 114. Thecapacitor 112 is advantageous over a conventional hybrid automobile battery because it is lighter than the conventional hybrid automobile battery. This again reduces an amount of fuel consumed by theautomobile 100 since theautomobile 100 with thecapacitor 112 can weigh less than a conventional hybrid automobile including the conventional hybrid battery. This is because thesupplemental motor 110 does not need a large amount of charge to drive thewheels 102 by itself, but instead only supplements the driving of thewheels 102 by theengine 104. Thus, thecapacitor 112 does not need to store as much energy when compared with the conventional hybrid automobile battery. Therefore, thecapacitor 112, which is lighter than the conventional hybrid battery, can be used instead of the conventional hybrid battery. - Furthermore, the
capacitor 112 may have a lower charge capacity degradation than a conventional hybrid automobile battery and therefore may be more reliable. This can reduce maintenance cost of theautomobile 100. In addition, thecapacitor 112 can be charged faster than the conventional hybrid automobile battery. - The
energy generation unit 114 generates energy from alternative energy sources aside from fuel which is used to power theengine 104. In one embodiment, theenergy generation unit 114 is seen, for example, inFIG. 2 . As can be seen inFIG. 2 , theenergy generation unit 114 can include, for example, solar panels 120, aram induction generator 122, a regenerative braking unit 124, and/or aheat exchange unit 126. The solar panels 120, theram induction generator 122, the regenerative braking unit 124, and/or theheat exchange unit 126 can supply energy to thecapacitor 112. - Furthermore, the operations of the solar panels 120, the
ram induction generator 122, the regenerative braking unit 124, and/or theheat exchange unit 126 can be controlled and/or monitored by theengine control unit 118. Theengine control unit 118 can include, for example, a plurality of sensors to monitor the operation of the solar panels 120, theram induction generator 122, the regenerative braking unit 124, and/or theheat exchange unit 126. In addition, although the solar panels 120, theram induction generator 122, the regenerative braking unit 124, and/or theheat exchange unit 126 are depicted inFIG. 2 , other units which generate energy from alternative energy sources can also be used, so long as they are suitable to charge thecapacitor 112. - The solar panels 120 can be located anywhere in the
automobile 100 such that the solar panels 120 can receive light, for example, from a sun. The solar panels 120 can generate energy from the light, which can be used to charge thecapacitor 112. The solar panels 120 can be, for example, photovoltaic solar panels. The solar panels 120 can be formed, for example, from monocrystalline panels, polycrystalline panels, amorphous panels, thin film panels, spray-on solar panels, spherical solar cell panels such as Sphelar® solar panels produced by Kyosemi Corporation, dye-sensitized solar cell panels, carbon nanotube solar panels, or any other types of solar panels which are suitable for theautomobile 100. In one embodiment, the solar panels 120 can be, for example, solar panels described in U.S. Pat. No. 7,597,388, entitled “ELECTRIC CHARGING ROOF ON AN AUTOMOBILE,” which is hereby incorporated by reference in its entirety. - The
ram induction generator 122 is located anywhere in theautomobile 100 such that it can receive a flow of air as theautomobile 100 is moving. Theram induction generator 122 can use the flow of air to generate energy, which can be used to charge thecapacitor 112. In one embodiment, theram induction generator 122 can be, for example, a ram air generator. - The regenerative braking unit 124 can be located adjacent or near braking units of the
automobile 100, or be part of the braking units of theautomobile 100. When theautomobile 100 brakes, energy can be generated by the regenerative braking unit 124. The regenerative braking unit 124 can use the energy generated from the braking of theautomobile 100 to charge thecapacitor 112. The regenerative braking unit 124 can be used, for example, on some or all of thewheels 102. - The
heat exchange unit 126 can be located adjacent to thecatalytic converter 116 and/or be connected to thecatalytic converter 116. Theheat exchange unit 126 can receive an output of thecatalytic converter 116 to generate energy. This allows for an efficient recovery of energy from the output of theengine 104 after it has undergone a catalytic process. The energy generated by theheat exchange unit 126 from the heat from thecatalytic converter 116 can be used to charge thecapacitor 112. - As seen in
FIG. 3 , theheat exchange unit 126 can include, for example, acore unit 128 and anenergy generation module 130. Thecore unit 128 can receive the output of thecatalytic converter 116 and theenergy generation module 130 can generate energy from the output of theenergy generation module 130. Theengine control unit 118 can be connected, for example, to thecore unit 128 and/or theenergy generation module 130. Theengine control unit 118 can monitor and/or control the operations of thecore unit 128 and/or theenergy generation module 130. - The energy generated by the
energy generation module 130 can be used to charge thecapacitor 112. In one embodiment, theheat exchange unit 126 can be, for example, a heat exchange unit described in U.S. Pat. Pub. No. 2010/0077741 entitled “WASTE HEAT AUXILIARY POWER UNIT,” which is hereby incorporated by reference in its entirety. - Referring back to
FIG. 1 , theengine control unit 118 can monitor an operation of thesupplemental motor 110, a charge level of thecapacitor 112, and/or an output of theenergy generation unit 114 to determine the operation of theengine 104. Likewise, theengine control unit 118 can monitor a charge level of thecapacitor 112, and/or an output of theenergy generation unit 114 to determine the operation of thesupplemental motor 110. - For example, if there is a high charge level in the
capacitor 112, and/or theenergy generation unit 114 is generating a lot of energy, then there is likely enough energy for thesupplemental motor 110 to be operating at a high capacity to generate a lot of force to drive thewheels 102. Thus, theengine control unit 118 can control theengine 104 to reduce the amount of force it supplies to thewheels 102, and thesupplemental motor 110 to increase the amount force it supplies to thewheels 102. Reducing the amount of force supplied by theengine 104 will also reduce the amount of fuel theengine 104 consumes. - However, if there is a low charge level in the
capacitor 112, and/or theenergy generation unit 114 is generating a very little amount of energy, then it is likely that thesupplemental motor 110 will only be able to operate at a low capacity, if at all. Thus, theengine control unit 118 can control thesupplemental motor 110 to supply little or no force to drive thewheels 102. Therefore, theengine control unit 118 can also control theengine 104 to increase the amount of force it supplies to thewheels 102. This, of course, also increases an amount of fuel consumed by theengine 104. - Since a conventional automobile would only drive the wheels using an engine, any reduction in fuel consumed by the
engine 104 will represent increased energy efficiency by theautomobile 100 over the conventional automobile. In one embodiment, thesupplemental motor 110 can provide additional force when theautomobile 100 moves from a stopped position, when theautomobile 100 is passing anotherautomobile 100, and/or when propelling theautomobile 100 during normal operation and thereby improving the energy efficiency of theautomobile 100. - In addition, should the
capacitor 112 have excess charge which is more than is required to move theautomobile 100 or which is usable by thesupplemental motor 110, thecapacitor 112 can also be used to power other electronic devices in theautomobile 100 using an inverter or other suitable means for power conversion. Such electronic devices can include, for example, electric water pumps, air conditioning coprocessors, radio systems, sound systems, and/or other devices which require power to operate in theautomobile 100. - In another embodiment, the present invention is a process of driving a plurality of wheels in an automobile as shown in
FIG. 4 . In Step S402, a plurality of wheels are driven by an engine. For example, thewheels 102 can be driven by theengine 104. In Step S404, the plurality of wheels are driven using a supplemental motor while the engine is operating, where an amount of force supplied by the engine to drive the plurality of wheels is based on an amount of force supplied by the supplemental motor to drive the plurality of wheels. For example, thesupplemental motor 110 can also drive thewheels 102 while theengine 104 is operating. The amount of force supplied by theengine 104 to drive thewheels 102 can be based on an amount of force supplied by thesupplemental motor 110 to drive thewheels 102. In Step S406, the supplemental motor is powered by a capacitor. For example, thesupplemental motor 110 can be powered by thecapacitor 112. - Those of ordinary skill would appreciate that the various illustrative logical blocks, modules, and algorithm steps described in connection with the examples disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. Furthermore, the present invention can also be embodied on a machine readable medium causing a processor or computer to perform or execute certain functions.
- To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the disclosed apparatus and methods.
- The various illustrative logical blocks, units, modules, and circuits described in connection with the examples disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
- The steps of a method or algorithm described in connection with the examples disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The steps of the method or algorithm may also be performed in an alternate order from those provided in the examples. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an Application Specific Integrated Circuit (ASIC). The ASIC may reside in a wireless modem. In the alternative, the processor and the storage medium may reside as discrete components in the wireless modem.
- The previous description of the disclosed examples is provided to enable any person of ordinary skill in the art to make or use the disclosed methods and apparatus. Various modifications to these examples will be readily apparent to those skilled in the art, and the principles defined herein may be applied to other examples without departing from the spirit or scope of the disclosed method and apparatus. The described embodiments are to be considered in all respects only as illustrative and not restrictive and the scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.
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